Classification signal for locomotives



Nov. 8, 192 7.

A. M. POE

CLASSIFICATION SIGNAL FOR LOCOMOTIVES Filed Oct. 23. 1926 I INVENTOR TTORNEY Patented Nov. 8, 1927.

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Ancnrn M. POE, or KnoXvrLnn, TENNESSEE.

CLASSIFICATION $IGNAL FOR LOCOMOTIVES.

Application filed October as, 1926. Serial no. 143,683.

This invention relates to classification signals for locomotives.

Herctofore classification signals for locomotives have included not only flags of different color but also lights of correspond.- ingly different colors. For instance, a pair of green flags or a pa r of white flags have been manually positioned on the engine at the front end thereof. The positioning of these flags is usually accomplished during the running of the engine and is done by the fireman walking forward to the front of the engine and placing or changing the flags as the case may be. This operation necessarily involves considerable cangerto the lireman. Statistics show that a number of [ire men have been accidentally killed or injured as the result of placing or changing classmcation flags. It has also been common practice to employ electric lights, particularly for use during the night. Whenever it has become necessary to change the color of these lights, it has been incumbent upon the tiremhn to move forwardly along the engine to the lights and then change the lens of the lamps to vary the'color of the light as may be desired. I

The principal object of my invent on is to provide a classification signal, which may be either a flag or an electric light and to provide means for effecting a change insa d signal by the engineer from a point within the cab.

Another object of the invention is to provide a. pair, of differently colored signal flags at the side of theengine and at the frdirt thereof which may be independently actuated by the engineer within lhecab so as to display either pair of flags on opposite sides of the engine.

Another object of the invention lies in the provision of a pair of shields located on opposite sides of the engine whereby the flags which are not employed as signals w ll be hidden from view.

A still further object of the invention lies in the provision of means for simultaneously actuating both pairs of flags from the eng1- neers position Within the cab.

Another object of the invention lies 1n the provision of an electric light signaling means whereby the engineer may readily control the operation of the differently col ored lamps without the necessity of the fireman travelling forwardly along the engine theapplication of my invention to a locomotive,

Figure 2 is an enlarged detailed side elevation of the means for supporting a pair of flags of different colors, and for actuating the same, Figure 3 is a front elevation thereof,

Figure 4: is an enlarged detailed. view showing the actuating handles and locking means for shifting and locking the flags, and Figure 5 is an enlarged elevation of the electric signal casing.

Like numerals designate corresponding parts throughout the several figures of the.-

drawings. v

Referring particularly to the construction shown in the drawings, I have applied my. invention to a locomotive A which includes a front end 5 and a cab 6 at its rear end.

Secured to the front end5 of the locomotive is a transversely disposed shaft 7 which is journaled in bearings 88 secured to the front end of the locomotive. Journaled for swinging movements on the shaft 7, adjacent opposite ends thereof, is a pair of flags BB, each flag including a staff 9. This staff is journaled intermediate its ends on the shaft 7. Associated with each flag are stop collars 10- 10, said collars being fixed to the shaft 7 and disposed on opposite sides of the staff'S) so as to retain said staff against endwise movements relative to the shaft 7. The shaft 7 is also provided with stop collars 11-11 which cooperate withthe bearings 8 to prevent longitudinalmovement of said shaft. The lower ends of the flag staff 9 below the shaft 7 are rigidly connected together by a rod 12. the outer ends of the rod being angular and fitting within the staff and secured thereto by nuts 13. As a result, it will be readily apparent that if the con necting rod 12 is bodily oscillated forwardly, that is, away from the front end of the locomotive, both flags B will be oscillated rearwardly and downwardly in unison. In order to provide means for locking the flags B on the shaft 7 from a point within the cab, l have provided an operating rod 14. which is pivotally connected at its forward end, as at to the lower end of one of the flag staff's 9. This rod 14: extends longitudinally of the locomotive, and rearwardly from the into the cab (3, the rear end of the rod being provided with a handpiece 16 having a plurality of notches 17 formed therein for engagement with a stop 18 car ried by bracket 19 located within the cab at a point convenient to the engineers operating position.

Also associated with the front end of the locomotive is another pair of flags GC. The flags C are of a color different from the color of the flags B. For instance, both B may be white in color whereas both gs C may be green in color. Each flag (3 includes staff 20. These staffs are respectively fixedly secured to the opposite ends of the shaft 7 each end of the shaft 7 being formed with an angular end which fits within the corresponding opening in the flag staff 20. A clamping nut 21 is associated with shaft 7 at each end thereof for rigidly clamping the flag staff 20 against movement. 'lhus, when the shaft 7 is oscillated, the flags C will move therewith. In order to provide means for actuating the flags C from a point within the cab, I have provided a second actuating rod 22 which extends parallel with the operating rod 14. ifhe forward end of the rod 22 is pivotally connected at 23 with the lower end of one of the flag staffs 20, and the rear end of the rod 22 extends within the cab 6 and is provided with a handpiece 2 1 having a series of notches 25 formed therein for cooperation with the stop 18 previously described.

It is to be noted that both operating rods 1% and. 22 extend along one side of the locomotive and are both adapted to be independently actuated by the engineer from his position within the cab. Disposed on each side of the engine inclose proximity to the asso ciated flags B and C is a shield 26. This shield is detachably secured to the locomotive and is disposed in a substantially vertical plane and serves to shield the flag which is not in use view.

From tl e foregoing, itwill be observed that when it is desired to change the flag signals. the engineer by pushing forwardly on therod 1% will cause the flags B to be swung downwardly into positions behind the shields 26, and by pulling on the rod 22 the flags C may be readily swung upwardly into reeasao 'naling positions. By means of the notches 1t and formed in the respective handpieces 16 a "l of the operating rods, the

niiav be readily retained in their ex- .Uju -d positions.

Also my system en'iployed includes electric signals which are adapted to be used on dark days or at night, and which are controlled by the engineer from a point within the cab. To this end, 1 have provided on each side of the locomotive a casing 27 which is divided into upper and lower compartments 28 and 29 by means of a horizontal partition 30. The outer side and the front side of each casing is provided with upper and lower diller ently colored lens 31 and 32, the upper lens being preferably green and the lower lens being preferably white. Located within each compartment is an electric bulb 33'. These lamps are in circuit witha battery 34, or other suitable source ofelectrical energy, and this circuit includes a pair of switch'es'35 and 36. The switch 35 controls one lamp and the switch 36 controls the other lamp. The switches are located within the cab and in a position convenient to the engineer when the latter is in his operating position. hus by means of the electric signals, the engineer may readily change the light from green to white, or vice versa, without the necessity of the fireman moving forwardly around the front of the'locomotive as heretofore.

It is of course to be understood that the details of structure and arrangements of: parts may be variously changed and modified without departing from the spirit and scope of my invention.

I claim:

1. In a classification signal for locomotives, the combination with a locomotive hav ing a cab at the rear end thereof. a transverse shaft journaled on the front end of the locomotive, a dag including a staff fixedly se cured on said shaft adjacent each end thereof, one of the staffs projecting below said shaft, and an actuating rod connected to the projecting end of said staff and extending rearwardly along the locomotive and into the cab.

2. In a classification signal for locomotives, the combination with a locomotive having a cab at the rear end thereof, a transverse shaft journaled on the front end of the locomotive, a flag including a staff journaled on said shaft adjacent each end thereof, said staffs projecting below said shaft, a rod rigidly connecting said .stali's below said shaft, and an actuating rod connected to the projecting, end of one of said stafisand extending rewardly along the locomotive and into the cab.

3. In a classification signal for locomotives, the combination with a locom0tivehaving a cab at the rear end thereof, a trans verse shaft journaled on the front end of the I locomotive, a pair of flags of like color j ournaled on said shaft, a pair of flags of like color but contrasting to the color of the first 5 mentioned flags fixed to said shaft, actuating the cab for latching each rod in either extreme position of adjustment.

4. In a classification signal for locomotives, the combination with a locomotive having a cab at the rear end thereof, a transverse shaft journaled on the front end of the locomotive, a flag including a staff fixedly secured on said shaft adjacent each end thereof, one of the staffs projecting below said shaft, a flag including a staff journaled on said shaft adjacent each end thereof, the staffs of the second mentioned flags projecting below said shaft, a rod rigidly connecting said stafls below the shaft, an actuating rod connected to the projecting end of one of the first mentioned staffs, and an actuating rod connected to the projecting end of one of the staffs of the second mentioned flags, said rods extending rearwardly along one side of the locomotive and into the cab.

In testimony whereof I hereunto affix my signature.

ARCHIE M. POE. 

